I have a 1989 Ford F 350 with a 7.5 EFI engine. I can't get fire at the plugs or coil. I have 12v going into the coil. The module,coil,eec relay, and pigtail,computer, and stator have all been replcaed. When I have the ignition swith on, and crank over the engine with a test light hooked on the negative side of the battery, and the probe on the negative side of the coil, the light glows steady and doesn't blink on and off. Does this mean that the new stator is bad? Thank you Mike

my truck did that while i was driving on freeway then would backfire i had changed spark plugs and wires and when i did that it made my ignition coil stop working but i just cleaned it off when i dies while driving just throw it in neutral and restart it so you dont have to come to a stop

Most likely the IGN Module in the Distributer.. it is the thing that the wires are attached to under the distributer, usually gray in color.. could be the coil, could be not getting a 12v single from the ign switch to the coil.

You would need to know if the coil has voltage when the key is in the on position.
The problem could be the ignition module, or the circuit back to the key switch. If the EEC relay is not working, you could have power for the coil in start coming from the starter relay-solenoid but not in run from the key switch.

Electronic engine control module-ecm no.1 yellow wire to eec power relay.white/light blue wire to red/light green wire at ignition switch and fusible link, from fusible link white/light blue wire to ignition coil and eec distributer module. the no. 1 yellow wire at the eec power relay should have voltage on it at all times, it also has a fusible link. good luck!

Hi, Did you use Motorcraft tune-up parts or el-cheapos? If the latter than you cap/rotor may be bad. There is likely a code 'stored' in the truck's computer. See the attached video on how to read them.

GL
TD How to read check engine light code on Ford 1983 1995 EEC 4 system

Insert each wire on the proper terminal of the ignition coil. Ensure that the coil boots are fully seated and both locking tabs are engaged. The terminals are identified on the ignition coils. Install wires as shown in the illustration. The 2.3L firing order is 1-3-4-2 for both ignition coil assemblies.

Distributorless Ignition System In the distributorless ignition system (DIS), all engine timing and spark distribution is handled electronically with no moving parts. This system has fewer parts that require replacement and provides a more accurately timed spark. During basic operation, the EEC-IV determines the ignition timing required by the engine and a DIS module determines which ignition coil to fire.

Components
The distributorless ignition system (DIS) for the 2.3L twin spark plug engine consists of the following components:

• Crankshaft timing sensor
• DIS module
• Two ignition coil packs
• Spark angle portion of EEC-IV

Crankshaft Timing Sensor
The crankshaft timing sensor is a dual hall effect magnetic switch, which is actuated by the dual vane cup on the crankshaft pulley hub assembly. This sensor generates two separate signals, PIP (profile ignition pick-up) and CID (cylinder identification). The PIP signal provides base timing and RPM information, while the CID signal is used to synchronize the ignition coils. Initial timing (base timing) is set at 10 degrees BTDC and is not adjustable. Ignition Coil Packs
Two ignition coil packs are used for the 2.3L dual plug engine. The two ignition coil packs are triggered by the DIS module and are timed by the EEC-IV. Each coil pack contains two separate ignition coils for a total of four ignition coils. Each ignition coil fires two spark plugs simultaneously, one spark plug on the compression stroke and one on the exhaust stroke. The spark plug fired on the exhaust stroke uses very little of the ignition coils, stored energy, and the majority of the ignition coils, energy is used by the spark plug on the compression stroke. Since these two spark plugs are connected in series, the firing voltage of one spark plug will be negative with respect to ground, while the other will be positive with respect to ground. Refer to thePowertrain Control/Emissions Diagnosis Manual for additional information on spark plug polarity. DIS Module
The main function of the DIS module is to switch between ignition coils and trigger the coils to spark. The DIS ignition module receives the PIP and CID signals from the crankshaft timing sensor, and the SPOUT (spark out) signal from the EEC-IV module. During normal operation, PIP is passed on to the EEC-IV module and provides base timing and RPM information. The CID signal provides the DIS ignition module with the information required to switch between the coils for cylinders 1 and 4 and the coils for cylinders 2 and 3. The SPOUT signal (from the EEC-IV) contains the optimum spark timing and dwell time information. The dwell time is controlled or varied by varying the duty cycle (duration) of the SPOUT signal. This feature is called CCD (computer controlled dwell). Therefore, with the proper inputs of PIP, CID and SPOUT the DIS ignition module turns the ignition coils on and off in the proper sequence for spark control. CID is also sent to the EEC-IV micro-processor to allow for Bank to Bank fuel control. Failure Mode Effects Management
During some DIS system faults, the Failure Mode Effects Management (FMEM) portion of the DIS ignition module will maintain vehicle operation. If the DIS ignition module does not receive the SPOUT input, it will automatically turn the ignition coils on and off using the PIP signal. However, this will result in fixed spark timing (ten degrees BTDC) and a fixed dwell time (no CCD). If the DIS ignition module does not receive the CID input during engine cranking, random coil synchronization will be attempted by the module. Therefore, several start attempts (cycling the ignition from OFF to START) may be required to start the engine. If the DIS module loses CID input while engine is running, the module will remember the proper firing sequence and continue to fire to maintain engine operation. Dual Plug Inhibit
Dual Plug Inhibit (DPI) is a function of the EEC-IV that is only used when the vehicle is being started at temperatures -7° C (20° F) and below. During engine cranking, the EEC-IV will only fire the spark plugs on the right hand side of the engine. When the engine has started, the EEC-IV will send a signal to the DIS module to start normal dual plug operation. Ignition Diagnostic Monitor
The Ignition Diagnostic Monitor (IDM) is a function of the DIS module. The DIS module sends information on system failures to the EEC-IV which stores the information for diagnostic self test. The IDM signal also is used to drive the vehicle instrument tachometer, and test tachometer for system

OK,
Have you tried the following:


Ignition Control Module (ICM) REMOVAL & INSTALLATION NOTE: Only the EEC-IV ignition systems use an external ICM. EEC-V systems have incorperated the ICM into the Power Control Module (PCM).

1. Disconnect the negative battery cable.
2. Detach the wiring harness connector(s) from the ICM.
3. Remove the mounting bolts, then remove the ICM. To install:
   
4. Position the ICM onto the inner fender apron and install the mounting bolts. Tighten the bolts to 22–31 inch lbs (2.5–3.5 Nm).
5. Attach the wiring harness connector(s) to the ICM.
6. Connect the negative battery cable. Fig. 1: Ignition control module and mounting location on the 2.3L, 2.5L engine
   Fig. 2: Ignition control module used on all EEC-IV systems except the 2.3L engine
   Fig. 3: Ignition control module mounting on all EEC-IV systems except the 2.3L engine
   

I'd check the fuses and relays. Check for 12V going to the coil, with the ignition on.

if the fusebox is above accelerator pedal its relay number 1 .best of luck.

Are plugs and wires good? Did you check distributor? Firing order correct-timing set right? Maybe some of the new parts are faulty? Are grounds all secure and are fuses good?